Pirelli begin testing 2017 prototype tyres Pirelli begin testing 2017 prototype tyres Share Pirelli are undertaking a private test at the Fiorano circuit in Maranello, Italy on Tuesday as they look to begin developing tyres for the new era of Formula One racing from 2017. Ferrari test driver Jean-Eric Vergne has been charged with driving duties, with Pirelli making use of a 2014-spec Ferrari F14-T. The tyres, meanwhile, are the same size as this year's, but 'contain a number of prototype elements' aimed at 2017 developments according to a statement from Pirelli. The test comes after the FIA formally approved a plan to allow Pirelli to test prototype tyres - in 2016 size, and on 2013- or 2014-spec machinery - ahead of next year, when regulation changes mean tyre dimensions are set to widen substantially. Formula One's official tyre supplier will also be able to make use of 25 car days of testing, using current cars and 2017-size tyres, in 2016 and again over the following two seasons.

Recommended How the 2016 Formula 1 tyre rules will work - F1 - Autosport More in F1 More F1 News FIA approves F1 takeover by Liberty Liberty Media's purchase of Formula 1 has received unanimous approval from members of the FIA World Motor Sport Council, paving the way for the deal to be completed 1484760264 F1 Pirelli granted extra pre-season wet test Pirelli has been granted permission to carry out an extra Formula 1 pre-season wet weather test this year, to help its preparations for the new campaign 1484751006 F1 Mercedes keeps 2018 options open with Bottas Valtteri Bottas only has a one-year guarantee with the Mercedes Formula 1 team because it wants to keep options open for 2018 when big names are available, says Toto Wolff 1484748258 F1 Halo alternatives still 'on the table' for F1 The FIA has not written off the idea of an alternative cockpit protection design to the heavily-tested halo being introduced in Formula 1 1484743698 F1 McLaren set for F

1 livery revamp McLaren is set for a major Formula 1 livery revamp this year, amid mounting suggestions its new car will incorporate its iconic orange branding 1484733338 F1 Trending On Autosport Button has first Honda rallycross test 2009 Formula 1 World Champion Jenson Button has tested a Honda Civic Coupe rallycross car as he considers his options for this season 1484754665 RX Maldonado in talks over IndyCar programme Formula 1 race-winner Pastor Maldonado is in talks with KVSH Racing about a deal to contest a part-season in the IndyCar Series this year 1484773638 IndyCar Ogier leads first shakedown of 2017 Four-time World Rally champion Sebastien Ogier made the perfect start to his first season as an M-Sport driver with fastest time on Wednesday's Monte Carlo Rally shakedown stage 1484767534 WRC Mercedes keeps 2018 options open with Bottas Valtteri Bottas only has a one-year guarantee with the Mercedes Formula 1 team because it wants to keep options open for 

2018 when big names are available, says Toto Wolff 1484748258 F1 FIA approves F1 takeover by Liberty Liberty Media's purchase of Formula 1 has received unanimous approval from members of the FIA World Motor Sport Council, paving the way for the deal to be completed 1484760264 F1 Autosport Plus Why Formula 1 is under threat from driverless cars How does Formula 1's future look alongside the inevitable rise of driverless cars on the road?

Bleak, unless F1's stakeholders can work out what it should be 1484697600 F1 Is this the WRC's last chance? The 2017 World Rally Championship is Group B in disguise. The cars are meaner and a shake-up in the competitive order means the title fight looks open - but will it revive rallying's ailing fortunes? 1484697600 WRC Why it’s not game over at Mercedes for Wehrlein The 2017 Formula 1 grid took shape with a trio of announcements - Pascal Wehrlein to Sauber being the lowest-profile.

Though he has been spurned by Mercedes in one sense, Wehrlein's not drinking from the last-chance saloon just yet 1484611200 F1 The verdict on the F1 driver market Three major pieces of the 2017 F1 driver market fell into place this week, but it's difficult to say all of the teams in question made the right moves 1484611200 F1 The real reason Red Bull holds the key to F1 2017 All eyes will be on Red Bull and Ferrari to end Mercedes' dominant run at the front of Formula 1 in 2017. But if Red Bull can draw level or even ahead of the silver cars, it could find itself with new headaches 1484524800 F1 × Tyre use in Formula One - F1technical.net Tyre use in Formula One By Steven De Groote on 3 Jul 2008 Tyre regulations have changed a lot in Formula One history in order to limit cornering and acceleration speeds of the cars.

As it is vital to the car's performances under cornering, the FIA have often tried to change dimensions, introduce grooves but have eventually decided to only allow one single tyre manufacturer in Formula One. The change fits in the cost cutting idea which the FIA is pursuing, while the excessive development rate of tyres can be efficiently slowed down. Since 2011, Pirelli is F1's sole tyre supplier after it was chosen by the FIA following a tender. Before that, Bridgestone was already a sole supplier since 2007, Bridgestone after Michelin left because it found the regulations not to suit the sport's and company's values. Tyre basics For every racing car, the tyres are the only direct contact patch between the track and the car. The performance of such racing tyres are therefore highly important and are all centred around increasing grip. On the tyre side, how a tyre derives its grip, or its friction with the circuit, can be characterised in two main ways; adhesion and hysteresis loss by deformation. Adhesion is where the tyre compound forms a chemical bond with either the circuit surface, or rubber that has already been laid down on the circuit surface.

It's the stickiness of the tyre. Deformation is where the tyre, or more particularly the tyre compound, can move to fit around the irregularities of the track surface. Energy loss occurs here and friction results. This also helps adhesion too, as the more a tyre compound is able to deform around the track surface irregularities, the greater the contact area for adhesion to occur. In developing its tyre compounds Bridgestone looks at adhesion by concentrating on the chemical makeup of the rubber. Changes in the polymers than makeup the rubber mean that the compound reacts differently to the track surface. Processing the data for compounds and track surface interaction consumes a lot of resource at Bridgestone's technical centres. How soft the tyre compound is influences deformation, but the nature of the deformation is an important factor in the tyre design too. How quickly the tyre in its entirety deforms and regains its shape is related to tyre pressure, tyre construction and rubber compound. The compound on its own is the primary consideration in the deformation around the track surface irregularities. A racing tyre compound is therefore designed to deform quite quickly and regain its shape quite slowly, helping to maintain grip.

Manufacturing and design From the 220 different materials used in a tyre, more than 100 are mixed to create an optimal compound. The compound (image, 1) is based on three main elements: carbon, oil and sulphur. More or less soft depending on the characteristics of each circuit, this sector changes considerably from one race to the next, whereas the structure evolves little by little throughout the season. To keep the tyre together there are bracing plies embedded in the rubber (image, 2). The carcass (image, 3) is composed of a Nylon and polyester framework, in a complex weave. This is the skeleton of the tyre. It provides rigidity against high aerodynamic load (more than one tonne of force at 250 km/h), strong longitudinal forces (4 G), lateral forces (5 G), and violent crossing of the vibrating strips. The grooved tyres as they exist between 1998 and 2008 posed an extra problem to the tyre structure. Changes in direction are harder with the grooves, as the rubber in contact with the track between the grooves has a tendency to become deformed. Another headache.

The dimensions of the dry surface tyre are dictated above all by the maximum dimensions stipulated by regulations. However, tyres are sometimes designed to be smaller than the maximum limit for aerodynamic reasons. One must take into account that a few extra millimeters added to the width of a tyre can gain or lose several tenths of a second a lap, especially on circuits where high top speeds are achieved. Using a tyre efficiently A dry-weather racing tyre in Formula One generally operates at an optimal temperature of around 100° C. In contrast, intermediate spec tyres are operate at between 40°C to 100°C, depending on the wetness of the track, while full wets approximate 30°C to 50°C. All heat that is created due to the tyre's friction with the surface should, in theory, be ideally distributed between the outside, the centre and the inside of the tyre tread (a bad distribution is often adapted to by changing camber). This temperature should also be identical from left to right, and from the front to the rear of the car. Too much heat at the front tyres will cause understeer while non-optimal temperatures in the rear tyres will result in oversteering.

Measuring the tyre pressure as often as possible is also a priority. Although low pressure (of about 1.1 kg/cm2) allows the envelope to grip the track better and provides a greater contact area, a variation of just 0.2 kg/cm2 can "ruin" the performance of the car. Therefore, any tyre supplier gives a range in which the teams can pressurise their tyres, and it is then up for the team's engineers and tyre specialists to see at what pressure they run them. In order to ensure the lowest possible variations in tyre pressure (heat increases the pressure), F1 tyres are filled with a special mixture of gasses. "Moisture in the air makes setting tyre pressures very difficult," explains Tetsuro Kobayashi, Bridgestone Motorsport Technical Manager. "If you set the pressure in the pits with a cold tyre, or even one that's been warmed by a tyre blanket, the pressure will be different when the tyre has been brought right up to full operating temperature. This happens even when we use dried air, but this happens in a more progressive and predictable manner than when there is moisture present.

If there was moisture present then there would be different amounts in different tyres depending on when and how they were filled so it would be impossible to predict the pressure change and it would be difficult to engineer the tyres to deliver their maximum performance" Whilst Bridgestone uses dried air by default, there are other gases available and teams will often try or make use of these in their pursuit for an advantage. In various series, not only in Formula One, nitrogen, carbon dioxide and other mixtures have been used. The most important consideration for whatever gas is used is stability or a predictable change in density relative to temperature change to enable the optimum tyre pressure to be both attained and maintained. A second factor can also be the reactivity of the gas with rubber, a point where oxygen scores badly. At high temperatures, the oxygen molecules in air can react with the rubber and hence reduce the tyre pressure. It is sometimes also believed that the mass of the gas is taken into account as being important, but the truth is that the differences are marginal compared to the other factors. Recently however, the FIA moved to limit the allowed gases to air, nitrogen and carbon dioxide.

In order to allow the tyre to be filled completely with the specific gas, each rim has two valves, one to let air out, while the other is used to pump it up. Evolution timeline 1977: Michelin introduces radial tyres at the same time that Renault enters Formula One with the Renault RS01 . A year later, Ferrari would also race with the Michelin radials after unoficially having a testing agreement with the tyre supplier since 1969. 1978: The first win on radial slicks is a fact when Carlos Reutemann wins the Brazilian GP, the second race of the season. He did so in a Ferrari 312T2 . 1979: Jody Schekter becomes the first driver to be World Champion on radial tyres, in a Ferrari 312T4 , the first Ferrari in Formula One with ground effect. Early on in the 1980's, tyre suppliers gradually switched from bias ply to radial tyres because of the performance benefits. Generally speaking, radial tyres allow for better and constant contact patch but operate at smaller slip angles and are therefore harder to drive at the limit.

As a result, today's manufacturers produce their F1 tyres so that they lean somewhat to the design of bias ply tyres, attempting to benefit from the best of both worlds. Good comparisons of the different tyre designs can be found at michelin and rs-racing . 1983: Goodyear introduces its radial rain tire for Formula One cars at the Monaco Grand Prix. The racing radial features the unidirectional "gatorback" style tread pattern to improve wet traction. 1984: Goodyear introduces its radial slick tires to Formula One. 1985: First use of a tyre heating blanket . Pre-heater systems for the tyres are very beneficial in the first laps out of the pit, as without heating, a Formula One tyre would require up to 2 laps to get up to temperature. Until that time, the car behaves slippery and loses considerable time to cars with warm tyres. ... - 1998: No rules were existent concerning grooves in tyres, which allowed slicks to be used.

1998: F1 cars come on the track again with grooved tyres, even in dry weather conditions, after an abscence since 1971, when the slicks was introduced in Formula One. The rear tyres have 4 grooves, while front tyres have to be foreseen with 3 longitudinal grooves. 1999 - ... : Both front and rear tyres must have 4 longitudinal grooves. This regulation change also meant a (periodical) departure of Goodyear out of Formula one, as they were not prepared to make such investments. The introduction of the grooved tyres caused a lot of protest of multiple drivers, including 1996 world champion Damon Hill, and 1997 world champion Jacques Villeneuve, stating that the cars are more difficult to stop and are more prone to spinning hence not generating more safety, but actually raise the possibility of severe crashes. His outings later on forced him to excuse himself with the FIA for his "inappropriate behaviour". 2007: Contrary to previous years, all cars are required to race both available tyre compounds sometime during the race.

To mark the difference, Bridgestone came up with an idea to paint one of the grooves white when it consists of a soft compound (the softer one of two dry weather tyre compounds available) or the full wets (compared to no marking on the intermediate tyres). During its attempt to cut cost and especially to improve overtaking, the FIA have been looking on ways how to reduce aerodynamic dependency and increase mechanical grip. After several tests during 2008 , the FIA decided to re-allow slick tyres as of 2009 after 10 years of grooved tyres. One year earlier, GP2 also made the same move, stressing that motorsport should go back in time to improve competition. Formula One regulations 12.6.1 All dry-weather tyres must incorporate circumferential grooves square to the wheel axis and around the entyre circumference of the contact surface of each tyre.

12.6.2 Each front dry-weather tyre, when new, must incorporate 4 grooves which are : - arranged symmetrically about the centre of the tyre tread ; - at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface ; - at least 2.5mm deep across the whole lower surface ; - 50mm (+/- 1.0mm) between centres. Furthermore, the tread width of the front tyres must not exceed 270mm. 12.6.3 Each rear dry-weather tyre, when new, must incorporate 4 grooves which are : - arranged symmetrically about the centre of the tyre tread ; - at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface ; - at least 2.5mm deep across the whole lower surface ; - 50mm (+/- 1.0mm) between centres. The measurements referred to in b) and c) above will be taken when the tyre is fitted to a wheel and inflated to 1.4 bar.

12.6.4 A wet-weather tyre is one which has been designed for use on a wet or damp track. All wet-weather tyres must, when new, have a contact area which does not exceed 280cm&sup2; when fitted to the front of the car and 440cm&sup2; when fitted to the rear. Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 2.5mm in depth will be deemed to be contact areas. 12.6.5 An extreme-weather tyre is one which has been designed for use on a wet track. All extreme-weather tyres must, when new, have a contact area which does not exceed 240cm² when fitted to the front of the car and 375cm² when fitted to the rear.

Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 5.0mm in depth will be deemed to be contact areas. In Mechanics Paul Hembery Q&A: 2015 about evolution for Pirelli Paul Hembery Q&A: 2015 about evolution for Pirelli Share With 2015 marking the second season of Formula One racing’s new hybrid era, tyre suppliers Pirelli are now highly familiar with the revised demands that the latest cars place on their rubber. But like with any part of F1 competition, that does not mean things are standing still for the Italian company. We caught up with motorsport director Paul Hembery to get his take on the current state of play… Q: Paul, two years ago tyres were big news and Pirelli were all over the media. Now it is pretty quiet. Does that mean everything is going well?

And which do you prefer? Paul Hembery: Ha, we still get a lot of comments - people expressing their pleasure that we see more movements and a bit more predictability (with the tyres). We’ve seen a massive technological change in the sport since 2014 and the focus, very rightly, has been on different aspects of the performance. I think we have a good balance at the moment. Has life become easier now that we’re not the ‘bad boys’ to that extent anymore? There is always somebody complaining… But don’t get me wrong, we do our job well and keep an eye on the ball, as this sport is changing rapidly. We must not become complacent. But in the end we are limited in what we can change because of the lack of testing. So even if we see something that in an ideal world we would love to change, we stay put. Next Previous Enlarge 1 / 5 Paul Hembery (GBR) Pirelli Motorsport Director. Formula One World Championship, Rd16, Indian Grand Prix, Buddh International Circuit, Greater Noida, New Delhi, India, Preparations, Saturday 26 October 2013.

© Sutton Motorsport Images Pirelli tyre at Formula One World Championship, Rd5, Spanish Grand Prix Preparations, Barcelona, Spain, Thursday 7 May 2015. © Sutton Motorsport Images Paul Hembery (GBR) Pirelli Motorsport Director and Niki Lauda (AUT) Mercedes AMG F1 Non-Executive Chairman on the grid at Formula One World Championship, Rd2, Malaysian Grand Prix, Race, Sepang, Malaysia, Sunday 29 March 2015. © Sutton Motorsport Images Pirelli tyre at Formula One World Championship, Rd3, Chinese Grand Prix, Race, Shanghai, China, Sunday 12 April 2015. © Sutton Motorsport Images Red Bull Racing mechanic with Pirelli tyres at Formula One World Championship, Rd4, Bahrain Grand Prix Preparations, Bahrain International Circuit, Sakhir, Bahrain, Thursday 16 April 2015. © Sutton Motorsport Images Info Close Q: Up until 2013 it was often the tyres that decided races. Now it seems it’s the power unit. Are tyres no longer important?

PH: Bear in mind when we came to the sport the regulations had been very stable - that was a different challenge. Now with the regulation changes the challenge has become a different technical aspect. We’ve taken us slightly back so that we are not at the forefront. In some ways we had to change our product because the cars have changed: they have more torque, more wheel spin - and they started going quicker, even though sometimes we see races that are not as quick as we had anticipated. Q: What developments have there been for this year, now that the new power units have bedded in? PH: It meant for us that we were going a bit unto the unknown. We had some good pre-season testing last year in hotter conditions in Bahrain, which gave us a very good early indication of how the power train works with the tyres - with very good results, as we’ve changed very little for this season. We’ve just made some changes to the rear tyres to balance out even further the wear and the heat build-up. So 2015 is more evolution than revolution.

Q: Seeing the three 2015 rookies doing so well so far, some have suggested that less-experienced drivers find it easier to adapt to the current breed of car than the more-experienced drivers did - does that also apply for the tyres? That car and tyres are easier to handle these days? PH: If something is easy to drive and the tyres are touching the ground, this must mean that the cars use the tyres in such a way that the driveability is easier. But we still do see the cars sliding around. But I also know the comments from the drivers: they like a bit more of a challenge - and that is, of course, in the minds of the Strategy Group when they are looking forward to 2017. Q: How could the tyres add further to the excitement? PH: We’ve been asked to look into making wider tyres - the kinds of tyres of 20 years ago. That would be dramatic in terms of appearance and would mean that more grip comes from the tyres - so my understanding is that the Strategy Group are looking into less aero. What they are planning with the power trains, I don’t know. Q: So could tyres become more important again?

PH: Probably only in places where it is really hot - like Malaysia - where we probably see chassis differences and the tyres taking on more strategic importance. Q: In terms of making for closer racing, tyres are no doubt an important ingredient - as you rightly said, they are the one component to touch the ground. So what could be Pirelli’s contribution? PH: Look at 2012: at the opening seven races we had seven different winners - that had never happened before and that was exciting! That was because we had an approach with the tyres that was very difficult to master. We put ingredients in the tyres that made the operating window very narrow - on purpose. This created a huge technical challenge for teams and drivers. Q: What about Force India boss Vijay Mallya’s suggestion to let the teams choose the tyre compounds they want to use? PH: If we weren’t supplying the tyres I would say yes. But we make our tyre choices based on a lot of data - looking at the individual circuits and their surfaces - and looking at all the ten chassis. And we wouldn’t want somebody else taking that out of our hands because you could end up having some safety issues. Q: Are Pirelli happy with their F1 involvement?

Before Pirelli were a respected Italian tyre manufacturer - now they are known globally… PH: We are a global business - and we are happy with our involvement with Formula One. But 2017 [Pirelli’s current contract expires at the end of 2016] is a while away and we have to still be confident that the sport is going forward - and still offers the same level of return. For us it is a pure business decision - not an emotional one. Recommended Can F1 find the right tyre to make it the best show in motorsport? // F1 News // James Allen on F1 – The official James Allen website on F1 Posted By: James Allen | 30 Jul 2015 | 8:52 am GMT | 143 comments Formula 1 is poised to make a decision which will have a significant bearing on the quality of the racing we can expect from 2017 onwards. It is about which company will provide the tyres and with Michelin and Pirelli in competition for the role, the stakes are high.

The racing in the last four and a half years with Pirelli has been quite varied, with the early years characterised by some chaotic races with multiple pits stops and lots of overtaking as drivers took advantage of fading tyres on a rival’s car to pass them. Then there was some controversy when we saw tyre failures, which Pirelli blamed on the teams running the tyres outside their operating guidelines on pressures and cambers. That was stamped out and the construction changed to cope with the demands. Recently things have stabilised and the tyres are more robust, in some cases they have proved too hard for the venue and led to rather dull one stop races. It’s a sign of how attitudes to F1 racing has changed under Pirelli that we are now disappointed if we don’t get the variability that two or more stops brings. Of course the primary objective is for the tyres to provide good racing, with cars which allow drivers to get up close behind their rivals and try moves, like we saw in Hungary aplenty on Sunday.

Michelin started out by saying that they would not make tyres that deliberately degrade and that they had to be on 18 inch rims, but behind the scenes they are reported to be moving towards a more flexible position on this, appreciating that providing ultra-durable tyres that skew every race towards a one-stop strategy are not what is needed from the point of view of the racing spectacle. Michelin takes a more scientific approach to tyres than the other major companies competing in motor sports. When they were last in, supplying teams to most of the grid except Ferrari, Jordan and Minardi, they had tailor made solutions for each of their leading teams. So did Bridgestone with Ferrari and it made for an intense competition with lap times seven or eight seconds faster than we see today. That’s all in the past. The message has got through to the rival tyre companies for 2017 that what is needed now in F1 is a high grip tyre, one that rewards being pushed with a fast lap time (several seconds faster than today’s), but which has a linear degradation to make the strategic options interesting.

The simple solution for increasing the grip is to increase the contact patch of the tyre, in other words to make it wider, but the more scientific approach would be in engineering the compounds and constructions to achieve that objective. Variability is the key. What everyone has realised is that variability is the key. No-one wants to see uniform races with everything – including the drivers’ actions – controlled from the pit wall. This is true of the tyres, the starts, the racing and the strategies. More variability should be seen from Spa onwards with the drivers being in control of the starts, taking away the information from the teams in preparing the clutch for the starts. This will introduce an element of luck to the starts, which increases the variability of what we will see and that is all for the good. For 2016, the last year of Pirelli’s contract, they are working with the FIA to come up with a new tyre supply plan which increases the variability of the performances between cars. One idea getting some traction is to have three different tyre choices of which the teams must choose two, with an extreme soft tyre as one of the options.

Another is to have an allocation of tyres for the season across the range of supersoft, soft, medium and hard and it’s up to the driver to decide which tyres to bring to which race. Pirelli’s Paul Hembery said: “We’re having some pretty good ongoing discussions with the teams and the FIA and we seem to be homing in on a solution that gives the variety of choice they’d like to have and gives us an element of security that strange decisions aren’t made.” In other words there would be restrictions on inappropriate tyres for certain circuits with high corner loadings. Meanwhile Juan Pablo Montoya’s idea of taking away all the sensors except the pressure one for safety reasons is a good one and gained some appreciation among the drivers over the weekend. What happens next? The FIA has conducted the tender process and the two candidates have presented their proposals. The choice of Pirelli or Michelin now is with Bernie Ecclestone as commercial rights holder to evaluate the best commercial package for the sport. He is, of course, world class when it comes to ‘creating a market.’ Pirelli have certainly done F1 more cheaply than Michelin did last time and the financial aspect will be one of the decisive factors.

Teams are hopeful that this ‘market’ between them will lead to a better outcome that they enjoy at the moment both in terms of the quality of the tyres and the financial package. There will inevitably be quite a bit of politics around this decision as Ecclestone has a long relationship with Pirelli. But Michelin have put together a credible package and seem ambitious for a return to the sport where they last competed in the mid 2000s. Red Bull boss Christian Horner, who is close to Ecclestone, was very clear on where his loyalties lie, “An 18 inch rim and a one stop is going to do nothing for the spectacle of a Grand Prix and I think actually we need to be looking at doing the opposite: getting two to three stop races, controlled degradation, maybe more choice for the teams in terms of the tyres that they can take to Grands Prix, all the things that we’re talking about. “I think Pirelli have done a good job since they’ve been involved in the sport, they’ve been supportive of Formula One through hard times as well as the good times.

“And hopefully with the cars that are coming for 2017, that are going to be quite a bit different, quite a bit quicker, with tyres that are significantly different to what we have now as well, then that represents a great challenge and hopefully Pirelli will be successful with that.” Featured Innovation Fernando Alonso 'not at all happy' with current Formula 1 - F1 - Autosport More in F1 More F1 News FIA approves F1 takeover by Liberty Liberty Media's purchase of Formula 1 has received unanimous approval from members of the FIA World Motor Sport Council, paving the way for the deal to be completed 1484760264 F1 Pirelli granted extra pre-season wet test Pirelli has been granted permission to carry out an extra Formula 1 pre-season wet weather test this year, to help its preparations for the new campaign 1484751006 F1 Mercedes keeps 2018 options open with Bottas Valtteri Bottas only has a one-year guarantee with the Mercedes Formula 1 team because it wants to keep options open for 2018 when big names are available, says Toto Wolff 14847

48258 F1 Halo alternatives still 'on the table' for F1 The FIA has not written off the idea of an alternative cockpit protection design to the heavily-tested halo being introduced in Formula 1 1484743698 F1 McLaren set for F1 livery revamp McLaren is set for a major Formula 1 livery revamp this year, amid mounting suggestions its new car will incorporate its iconic orange branding 1484733338 F1 Trending On Autosport Button has first Honda rallycross test 2009 Formula 1 World Champion Jenson Button has tested a Honda Civic Coupe rallycross car as he considers his options for this season 1484754665 RX Maldonado in talks over IndyCar programme Formula 1 race-winner Pastor Maldonado is in talks with KVSH Racing about a deal to contest a part-season in the IndyCar Series this year 1484773638 IndyCar Ogier leads first shakedown of 2017 Four-time World Rally champion Sebastien Ogier made the perfect start to his first season as an M-Sport driver with fastest time on

 Wednesday's Monte Carlo Rally shakedown stage 1484767534 WRC Mercedes keeps 2018 options open with Bottas Valtteri Bottas only has a one-year guarantee with the Mercedes Formula 1 team because it wants to keep options open for 2018 when big names are available, says Toto Wolff 1484748258 F1 Pirelli granted extra pre-season wet test Pirelli has been granted permission to carry out an extra Formula 1 pre-season wet weather test this year, to help its preparations for the new campaign 1484751006 F1 Autosport Plus Why Formula 1 is under threat from driverless cars How does Formula 1's future look alongside the inevitable rise of driverless cars on the road?

Bleak, unless F1's stakeholders can work out what it should be 1484697600 F1 Is this the WRC's last chance? The 2017 World Rally Championship is Group B in disguise. The cars are meaner and a shake-up in the competitive order means the title fight looks open - but will it revive rallying's ailing fortunes? 1484697600 WRC Why it’s not game over at Mercedes for Wehrlein The 2017 Formula 1 grid took shape with a trio of announcements - Pascal Wehrlein to Sauber being the lowest-profile.

Though he has been spurned by Mercedes in one sense, Wehrlein's not drinking from the last-chance saloon just yet 1484611200 F1 The verdict on the F1 driver market Three major pieces of the 2017 F1 driver market fell into place this week, but it's difficult to say all of the teams in question made the right moves 1484611200 F1 The real reason Red Bull holds the key to F1 2017 All eyes will be on Red Bull and Ferrari to end Mercedes' dominant run at the front of Formula 1 in 2017. But if Red Bull can draw level or even ahead of the silver cars, it could find itself with new headaches 1484524800 F1 × Average Cost of Formula 1 Car (Component Price Breakdown) Average Cost of Formula 1 Car (Component Price Breakdown) by Sameer Arshad | Posted on Tuesday, July 29th, 2014 | 1 Ever wondered how much does an average Formula 1 car costs ?

Since Formula 1 2014 season is fast approaching, today we are going to take a look at average cost involved in producing a Formula 1 card in 2014. First thing you should know that teams like Ferrari, Red Bull and McLaren has an average spending of around $320 Million a year which involves car cost, drivers and backroom staff while other smaller team do the same thing at mere $60 million a year. So cost is different for different teams. What we are going to do is explain how much would it need on average to build a New formula 1 car ? so let’s get into the business. Cost of Formula 1 Car in 2014 Basic Components Rear wing & DRS overtaking aid $80,000 $9.4 Million ———————————————————————————————————————————- There you have it, above is the average cost of basic components plus the big engine but to put the Formula 1 car on the circuit you need much more than just the car with basic components. following are some of the additional cost a formula 1 team has to go throughout the season.

“The engine” of Formula 1 Car: It can cost up to $8 to $10 million depending on the team and with the new rules of F1 coming into play we have “1.6-litre turbo-charged V6 engines” which teams will be using. The new engines can cost a team easily around $14 million per car. There are teams like Mercedes, Ferrari and McLaren who get their engine’s from Japanese company Honda will definitely get help to reduce the cost of engine. While other teams who you can call “customer teams” buying engines from Mercedes, Ferrari and Renault will have to suffer inflated prices of 2014. ———————————————————————————————————————————- “The Tyres” Formula 1 Car Formula 1 cars tyres are supplied by Italian tyre company “Pirelli” according to spokesman of pirelli, they spend more than a low profile teams annual budget, when supplying tyres to Formula 1 teams throughout the season. ———————————————————————————————————————————- “The Fuel Cost” of Formula 1 Car On average 1 team shell around 200,000 litres of fuel in a single season. Which is $440,000 a year in just fuel consumption.

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Question: All Formula One cars use the same make of tyres. Who is the current manufacturer?
Answer: PIRELLI